Car-coupling



(Model.)

r G.T.ARN0LD.

Y GAR GOUPLING. Y f 210,260,149. Patented June 27, 1882.

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UNITED STATES PATENT OEEICEo GEORGE T. ARNOLD, OF LANCASTER, KENTUCKY.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. v260,149, dated June 27, 1882.

Application filed April 22, 1882. (Model.)

To all whom it may concern Be it known that I, GEORGE T. ARNOLD, of Lancaster, in the county of Garrard and State ot' Kentucky, have invented a new and Improved Gar-Coupling, of which the following is a full, clear, andexact description.

In this improved car-couplin g a coupling-bar is used that has a T-bar pivoted in a slot in each end, and so arranged that when the bar is set for coupling the T will project longitudinally from the end of the bar, so as to enter the link-socket of the draw-bar properly. The link-socket is provided with a pin one side and a shoulder the other side of the socket, against which theT is turned, so as to draw thereon, by a spring board .or plate in the bottom of the socket. The T swings back to uncouple, when the pin is pulled out by drawing against the shoulder only. A spring in the link-socket bears upon the upper side of the coupling-bar to hold it up for self-couplin g. There is a setting device for holding the pin up for self-coupling by the ordinary link, which is tripped by the link when it enters the socket and allows the pin to drop 2.5 through the link, and there is a double-link socket contrivance to enable cars of different heights to be coupled, as'hereinafter described.

Reference is to be had to the accompanying drawings, forming part of this specification, in

3o which similar letters of reference indicate corresponding parts in all the iigures.

Figure l is a horizontal section of a drawbar with my improved coupling device. Fig.

2 is avertica-l sectional elevation of Fig. 1. Fig.

3 is a vertical sectional elevation of a draw-bar provided with two link-sockets, one above another, which l propose to use for coupling cars ofdii'erent heights, as a loaded car with alight one. Fig. 4 is a front elevation of Fig. 3. Fig.

5 is a front elevation of Fig. 1, with couplingbar reversed. Fig. 6 is a front elevation of a draw-bar with my improved setting device for holding the coupling-pin up and tripping it by the link for selfcoupling.

A represents a coupling-bar to be used instead of the common link, in each end of which a bar, B, is pivoted at C in a slot, F. The slots are arranged for the bars B to lie in the line 'of the coupler for entering the draw-bar sock- 5o ets G. Inside of the sockets these bars B encounter a spring-plate, H, pivoted at I, and held across the path ot' the bars B against a shoulder, X, by springs J so as to be struck by the bars, and thereby to turn them around on their pivots C transversely to the link to draw against the. shoulder J and the pin K. When the pin K is pulled out for uncoupling, the bars'are turned back into the line of the coupling-bar by drawing against the shoulder J only, the other side being slotted at M to allow the end of the bar B on that side to swing and close in the slot F of the couplin g-bar, and thus Withdraw from the link-socket.

N is a broad iiat spring bearing on the top of the coupler-bar to hold the outwardly-projecting end up level for properly entering the socket of thecar to be coupled.

For coupling oars differing in height, as is the case with loaded and light cars, I propose to provide the draw-bars with two link-sockets G, one above' another, as represented in Figs. 3 and 4.

lt Will be seen that although I locate the coupling-pin K a little to one side of the center of the link-socket for coupling with bar A, the ordinary car-link can be-coupled bya pin, Y, located in the center, the same as for the ordinary link; and in order to make it selfcoupling for such links also, I provide the sliding setting device consisting ot' the bent rod O, fixed in the draw-bar head, so that by pushing on the end P the end Q will slide under the end of pin Y and hold it up until the link enters, when rod O will be pushed back by the link, which will strike it at R and shift it, letting pin Y fall.

I propose to construct the draw-bars with widely-darin g months G to facilitate the entry of the coupling links or bars as much as circumstances will allow. The draw-bars will be cast in one piece with the link-socket G, also chamber S for spring N, chambersl for heads B, and spring-plate H, also socket V for spring J', and also slot M for head B, all cored out in the mold. 95

The spring-plate H and springJ can betitted in through the mouth ot' the link-socket.

It will be seen that by inserting the pins K again immediately after uncoupling the cars,

they will always be set for self-coupling, and roo that the exposure of the brakeinen to the danger of being crushed between the curs will never be required.

It is believed that besides being less dan 5 gerous to life, this improved coupler will be more certain to couple satisfactorily, also more reliable in use, and that the construction is simple and cheap.

Having thus fully described my invention,

1o what I claim as new, and desire to secure by Letters Patent, is-

1. The combination of e coupling-bar, A, having T-ba-rs B, pivoted in the ends, ns de scribed, with the draw-bar having shoulder J 15 and pin K, substantially as specified,

2. The eombination of@ spring-plete, H, with coupler A, having T-bzirs B, substantially as described.

3. A draw-head having the shoulders X J, the pivoted spring-plate H, the pin 1,und the zo slot M, whereby it muy be used in connection with bars B, as described.

4. The combination, with the draw-head, of the sIide-rod 0, bent at right angles in reverse directions, and forming the part 0 to support 25 the pin, part R to be struck by the link, and the part l extended out to one side of the drmvl1cad, as und for the purpose specified.

GEORGE T. ARNOLD.

Witnesses:

GEO. D. BURDETT, 'loM WHERRITT. 

